Truck-frame



R. E. WILDER.

TRUCK FRAME.

APPLICATION man ocT.1. |919.

1 ,326,243. Patented Dec. 30, 1919.

INVENTOR Mb E I/Z'Zdel:

UNTED STATE RALPH E. VVILDER, 0F JOHNSTOWN, PENNSYLVANI.

Specication of Letters Patent.

TRUCK-FRAME.

Patented Dec. 30, 1919.

Application led October 1, 19.19. Serial No. 327,704.

To all whom t may concern.'

Be it known that I, RALPH E. VILDER, a citizen of the Unitedv States, residingin the city of Johnstown, county of Cambria, and State of Pennsylvamla,` (whose postofbce address is Johnstown, Pennsylvania,) have invented certain new and useful Improvenients in Truck-Frames; and I do hereby declare the following to be a full, clear, and exact description, such as will enable others skilled in the art to which it appertains` to make and use the same.

My invention relates to improvements in car trucks for railroad cars with special reference to truck frames of the arch bar type, similar to those which have been known as diamond truck frames, and my improve ment is particularly adapted for use in connection with the heaviesttypes of freight equipment.

One of the objects of my invention is to provide a truck frame which is sufficiently durable to withstand the hardest service and with ample factors of safety; and another object is to so design and construct a truck frame that will have a maximum carrying capacity in proportion to its weight and at the same time so arrange its details that it is well adapted forsupporting` vertical loads and also amply able to withstand side oi lateral thrusts without undue deflections, and by reason of its construction it is much more flexible laterally than the solid or riveted forms of side frames, thus permitting certain amount offlateral deflection to the truck to enableit to pass around curves more easily than the more rigid side frames and trucks. v

Another object of my invention is to construct the truck frame Without the necessity of punching holes through the sides or edges of the members of the same for riveting the parts togethen. as my construction is without such rivets. My truck frame has its ends so constructed that the ends of one arch bar are nested-within the ends of the other over the journal boxes and the lower portion of each end of the top arch bar rests solidly upon the upper surface of the end portion of the web ofthe lower arch bar, both these arch bars being of upright channel form at their end portions, while at the same time the flanges thereoffcontact at their sides and also at their end portions, thus securing the same together very firmly, as each end et il upperarchbar is'neatly nested within and with its end portions adjacent the end por-V By reason ofA tions of the lower arch bar. this construction the stresses are transmitted from one arch bar to the other without the necessity of any bolts or rivets whatsoever,

although the usual journal box bolts do pass through the arch bars for the purpose of securing them to the journal boxes. These bolts do not of necessity carry much if any stress, as the stresses are transmitted from one arch bar directly to the other due to the nested construction of the end portions` struction and reducing the number of parts thereof.

Another object of my invention is to so arrange and locate the truck columns that of the bottom and top arch bars and extend or a considerable distance along the flanges `"struction at the points where the arch bars heir curved ends fit within the curved fillets f the same, thereby reinforcing the con are bent, thus materially strengthening and 'f stiflening the structure bythe coperatlon of these adjacent portions.

Other objects of` my invention are to provide a truck frame in which the members simply formed and which have ample margins of safety'under service conditions and under the system of loading1 which is used by the railroads when subjecting truck are preferably of pressed steel which are frames to strength and defiection tests and when calculating the strength and stiffness ofthe various portions thereof.

Another object of my invention is to so construct and form the, arch bar members that they are Vreinforced with upturned or voutturned flanges at all points where they are subject to the maximum stresses, thereby giving the members great rigidity and strength, and the use of these outturned Hannes also obviates the possibility of initial cracks due to the construction. My arch bar.

is also so constructed and proportioned that it is interchangeable, with the present railroad standard truck side frames and can be `steel for th-e reason that whether thestresses from one to the other.

used in place of present standards without any change in the connecting members or other portions.

Other obj ects of my invention will also appear in connection with the description of the truck frame as illustrated in the accompanying drawings.

Having thus given a general description 0f my invention, l will now, in order to make the matter more clear, refer to the annexed sheet of drawings in which like characters refer to like parts.

Figure 1 is a side elevation of a railway car truck provided with a truck frame embodying my invention; F ig. 2 is a top plan view of the bottom arch-bar shown separately; Fig. 3 is a vertical transverse sectional elevation taken on the line IIIMHI of Fig. 1; Fig. 4 is a transverse section of the lower archbar taken on the line lV-FV of Fig. 2; Fig. 5 is a transverse section of the lower arch-bar taken on the line V-V Iof Fig. 2; Fig. 6 is a plan view of a plate from which the lower arch-bar is formed and Fig. 7 is a transverse sectional elevation through one of the truck columns taken on the line Vfl-VH of Fig. 3.

Referring now to the characters of reference on the drawings :--1 indicates the upper arch bar generally, which may be of channel section 'either rolled or pressed and disposed with its flanges extendingv upwardly, but l prefer to form this of pressed it be formed of a rolled channel or pressed from a plate, the blank would have to be heated and benty between forming dies, besides which I prefer to have thef end closed, as

indicated at 24, at the left-hand end of the top arch bar as illustrated in Fig. 1, as thel closed end will form an ample bearing surface against the closed end portion of the .lower arch bar mand serve to better transmit I may, howeycnfor the sake of economy and ease of. manufacture, make the upper arch bar with its end open-as indicated at the righthand end of Fig. 1. 2 is the bottom arch bar formed preferably of a. pressed steel section, the lower portion of which is of channel form with the web horizontally disposed, the two main flanges projecting downwardly and with twolateral flanges projecting out wardly from the two main flanges, these lateral flanges being 3, as illustrated. ln the lower arch bar is a diagonal portion 4 integral with the other portions of the bar, the flanges of this, however. being bent back upon themselves gradually to a greater dcgree toward the upper ends of the bar until the end portions are reached, and those end portions rest upon the ournal boxes where Y the bar again merges into a channel shape -with the flanges 5 projecting upwardly.

are holes Vin the web of the bottom. arch bar l to receive the column bolts, 7 are holes in the ends of the top arch bar to receive the journal box bolts, 8 are holes in the end portions of the web of the bottom arch bar registering with the holes 7, to also receive the journal box bolts; 9 are holesin the tie bar, these holes 7, 8 and 9 being adapted to register and to receive the journal box bolts 10 which are secured therethrough in the customary manner and provided with lock washers; 11 are holes in the web of the top arch bar which receives the column bolts 12, which pass through the top arch bar, the column guides and the bottom arch bar as illustrated. 13 are the pressed steel column guides generally, beingl of channel shape in cross section with outwardly extending flanges, and 14v are the outwardly extending flanges of the column guides. 15 are bolster guides which are riveted to the flanges 14 of the column guides as illustrated, 16 are outwardly extending `portions of the column guides forming brackets adapted to directly receive the brake beam stirrups or hangers, 17 is the end of the bolster which may be of any form and 18 are the bolster springs which are seated on the spring seat formed as illustrated. 19 are the ends of the spring plank which are secured to the truck frames and column guides, as illustrated; 20 arev reinforcing angles riveted to the spring plank on either side of the bottom arch bar, and contact therewith to strengthen and stiEen the structure but are not riveted to the bottom arch bar. 21 are the journal boxes, 22 is the pedestal tie bar which ties and braces the lower ends of the journal boxes together, this being secured in place by the bolts 10 and 12, as illustrated. 23 is a flat 'plate or blank from which thebottom` arch bar is pressed into the form illustrated in Figs. 1 and 2, and 24 is the end flange of the top arch bar l preferably integral with the sideA flanges thereof.

l prefer to form the end portion of the flange of the bottom arch'bar integral with .the side flanges as plainly illustrated in Fig. 2 of the drawings, this end portion being adapted to contact with the ends of the top arch bar and lock them firmly together, as the top arch bar is nested within and contacts with all the adjacent portions of the bottom arch bar, as illustrated.

By constructing my bottom arch bar with the bottom flanges projecting downwardly and with lateral` flanges projecting outwardly from the edges thereof, and also by bending the top arch bar, which is of channel form, upwardly, I provide a truss form of structure of the greatest possible depths within the limits of dimensions allowable, as the bottom part of my structure approaches within a few inches of the track, giving sufhcient clearance to allow for the ordinary obstructions, while the upper part is as close to the car body as practical. By forming my bottom arch bar with its lower portion bent downwardly, I also provide a groove in which the ends of the column bolts and the nuts therefor may be located and at the saine time hidden from sight, thereby conducing' to good appearance.

The reinforcing angles on--the ends of the spring plank, which are adapted to be seated against the webs of the bottom arch bar also aid very materially in strengthening and stiffening the structure of the truck, and as I use no rivets to secure t-hese angles to the arch bar, the construction is not weakened thereby. The whole structure is also thoroughly strengthened and stiffened by reason of the considerable width of the column guides and the construction of their ends, whereby they are seated against considerable portions of the webs of the arch bars and strengthen them the points where they are'bent. I may, however, provide one rivet to secure each column guide to the top arch bar so asto prevent it from turning in place, as otherwise it might be disposed to turn on the column bolts.

I also make the width of the space between the column bolts greater at the top than at the bottom, as this permits the introduction of any standard types of bolsters, some of which are wider and deeper at their centers. The entire construction is also made interchangeable with present standard constructions so that it can take the place thereof without any changes in the other connecting portions whatever.

The construction of my bottom arch bar with upturned flanges near its first junction with the top arch bar also very materially stiffens the frame at one of the points where great strength is needed. v

Although I have described and illustrated my invention in considerable detail, I do not wish to be limited to the exact and specific details thereof as shown and described, but may use such modifications in, substitutions for, or equivalents thereof, as are embraced within the scope of my invention, or as pointed out in the claims.

Having thus described my invention, what I claim and desire to secure by Letters Patent is:

l. In a truck fra-ine, a top archbar, and a separate bottom arch bar, the lower portion of which is of channel section with flanges extending downwardly and lateral flanges extending outwardly from the lower portions thereof, the upper and end portions being of channel section with their flanges projecting upwardly, connecting portions diagonally joining the lower and upper portions, the diagonal members connecting these portions aforesaid having their flanges gradually turned in a different direction.

2. In a truck frame, a top arch bar and a separate bottom arch bar comprising an integ-ral pressed steel member, the lower portion of which is of channel section with its flanges projecting downwardly and lateral flanges projecting outwardly from the margins thereof, this bottom. portion merging into diagonal portions, the flanges of which are gradually turned inwardly to a greater degree as they approach the end portions, the end portions being' of channel section with their flanges projecting upwardly.

3. In a truck frame, a bottom arch ba comprising an integral pressed steel member, the lower portion of which is of channel seotion with its flanges projecting downwardly and lateral flanges projecting outwardly from the margins thereof, this bottom portion merging into diagonal portions, the flanges of which are gradually turned to a greater degree as they approach the end portions, the end portion being of channel section, the flanges of which extend around the sides and the ends thereof, and a separate top arch bar having its ends seated in the channel end portions of the bottom arch bar.

4. In a truck frame of arch-bar type, an integrally formed lower arch-bar of channel section, the lower portion of which has its flanges projecting downwardly, the upper and end portions of which have their flanges projecting upwardly, diagonal connecting portions, the flanges of which are gradually turned in direction as they extend from the lower to the top portions thereof, the flanges of the end portions extending around two sides and one end thereof forming a hollow box with one end open; an upper arch bar, the ends of which are nested within the hollow ends of the lower arch bar and contact with the side and end portions thereof.

5. A truck frame of arch-bar type, comprising a bottom arch bar, the lower portion of which is of channel form with flanges projecting downwardly, the upper and end portions being of channel form with the flanges projecting upwardly, these latter flanges extending around the sides and end portions thereof; an upper arch bar, the

ends of which are nested and fitted within the hollow ends and contact with the upturned flanges aforesaid, whereby they are secured together firmly,

6. In a truck frame of the character described, a lower arch bar of channel or trough section, the flanges projecting downwardly in the lower portion and upwardly in the upper portions, a top arch bar, the ends of which are fitted within and between the upwardly extending flanges of the end portions of the lower arch bar; pressed steel column guides of hollow flanged construction fitted between said bars adjacent the bend points thereof and tting and exgli tending over a considerable distance on each side of the bend points, and means for se curing the same in position whereby the structure is strengthened and stiffened.

7. In a truck frame of the character delscribed, the combination with a bottom arch bar7 the ends of which are provided with flanges extending upwardly on the sides and ends thereof; of a top arch bar of channel form with integral end iianges adapted to be nested within and have its end flanges con tact with the end flanges of the lower arch bar.

8. In a truck frame of the character described, the combination of a spring plank of channel section provided with a stiffen` ing angle secured near the end portion thereof, the vertical downwardly extending leg of which is adapted to contact with the side, of the lower arch bar but not riveted thereto.

9. In a truck frame of the character described, the combination of a spring plank of channel section provided with a pair of stiifening angles secured near the end portions thereof, the vertical downwardly extending legs of which are adapted to contact with the sides of the lower arch bar but not riveted thereto.

l0. An arch bar truck frame comprising an integral lower arch bar of channel section7 the lower portion of which has its flanges projecting downwardly and with lateral flanges projecting outwardly therealso of channel form with their flanges pro- 4,

jecting upwardly7 flanges extending on both sides and the end of said end portions; an upper arch bar of channel form with flanges projecting upwardly and provided with integral end flanges, the end portions of which are nested within and contact with the web and anges of the end portions of said lower arch bar; hollow column guides of flanged form inserted between said arch bars at their bend points and extending a considerable distance on each side of said points; means for securing the same together by column bolts and for securing the same on journal boxes.

ll. In a truck frame of the character described, a bottom and a top arch bar, a pair of column guides of hollow iiange forni secured therebetween at their bend points, column bolts passing through said members for the purpose of securing them firmly in position, and a rivet passing through each column guide and one of said arch bars removed from the axis of the column bolt for the purpose of preventing the same from turning.

In witness whereof I hereunto affix my signature.

RALPH E. WLDER. 

